are you ready to drive? · brake stopping the carnage supporting the victims are you ready to...

Brakestopping the carnagesupporting the victimswww.brake.org.uk

Are you ready to drive?

Direct Line & Brake Reports on Safe Driving 2009-2012 REPORT ONE1

Produced by:

Working in partnership with:

Supporting

INTRODUCTION

Mary Williams OBE, Brake’s chief executive, says:

“Brake is pleased to be publishing this report at a crucialmoment for road safety policy in the UK, as theGovernment considers reforms to the system of learningto drive. We cannot continue the status quo, with youngand newly-qualified drivers facing unacceptably high risksof crashing, killing and maiming themselves and others. These risks fall dramatically as drivers age and gain driving experience: the average 17-year-old who passestheir driving test is two-thirds less likely to have a crashafter just two years.

The Government’s challenge is to find a system that ensureslearner drivers gain as much experience as possible undercontrolled conditions before they are ‘let loose’ on the roadswith a full driving licence. It should learn from internationalexperience of implementing Graduated Driver Licensing(GDL) systems, which have saved many lives. The results ofthis survey show a growing majority of drivers support theintroduction of key elements of GDL, including requirementsfor learner drivers to gain a minimum level of experiencebefore taking their test and post-test restrictions on newly-qualified drivers.

Implementing GDL, along with a regular re-test for all drivers, would give the Government a shot at changing theculture of complacency which creates unnecessary danger on our roads. Other measures to improve safety that are supported by the majority of drivers, such as regular compulsory eyesight tests, should be introduced immediately.And the Government must make sure that vital messages –from the dangers of driving a defective vehicle to how toadjust a head restraint correctly – reach all drivers and passengers, empowering them to make a real difference to safety on our roads.”

Brakethe road safety charitywww.brake.org.uk

About this reportThis is the first in a series of nine reports on safe driving byBrake and Direct Line. It examines the attitudes of 1,006 driversand motorcycle riders towards driving/riding tuition and skills,vehicle maintenance, crash protection, and Government policies on road safety.

The report is based on a survey of drivers and riders carried outby Brake volunteers in 2008-09, at a range of locations acrossthe UK. Every effort was made to ensure that a wide variety of

people responded. Repeating some questions from a surveycarried out in 2004 by Brake and Green Flag has enabled someanalysis of how driver attitudes and behaviour have changed overthe intervening five-year period.

Brake thanks all volunteers who helped conduct the surveyand collate the results.

For copies of this and other reports by Brake visitwww.brake.org.uk or call 01484 559909.

Andy Goldby, Direct Line’s director of motor underwriting, says:

“Direct Line is committed to ensuring greater safety on our roads.As part of our ongoing work with Brake we are delighted to bepublishing this report on safe driving.

We recognise that progress is being made by the Government. In 2007 road deaths fell to below 3000 for the first time in 80 years.But more needs to be done to maintain this trend and significantlyreduce the number of serious injuries which leave the victimsunable to lead a normal life. As such, we welcome theGovernment’s plans to reform the driver training regime and havebeen working with them to develop a robust alternative.

This report sets out a number of recommendations which we and Brake would like Ministers to take into account in reforming the driver training regime and developing the Government’s roadsafety strategy beyond 2010.

Once the driving test has been passed, post-test training shouldform an important part of lifelong learning. We want to see tougher Pass Plus and speed awareness courses, including some form of testing to ensure that people who qualify return asbetter drivers.

Vehicle safety and crash protection are also vital. It is important that all vehicle repair centres have quick and easy access to manufacturers’ up-to-date repair methods and specialist tools.

We think these recommendations will benefit all road users, createheightened awareness of road safety, better trained drivers, lowerinsurance premiums, and crucially, less deaths and severe injurieson the roads. Direct Line will continue to work with Brake and theGovernment to make our roads safer for everyone and reduce thetragic loss of lives.”

1

Direct Line & Brake Reports on Safe Driving 2009-12 REPORT ONE

DRIVING TUITION AND TESTING

The high crash rate of young and newly-qualified drivers is a topicthat has had much recent coverage in the media and is of concern tomany people.

Q1: Do you think the current driving test is too easy?

There is significant public concern about the current driving test,with a quarter of drivers (25%) saying they think it is too easy.

• 25% said the driving test is too easy

• 68% said the driving test is not too easy

• 7% did not answer

Q2a: Do you think learner drivers should be required to gain a minimum level of experience before taking their driving test?

Despite only a quarter of drivers (25%) thinking the current drivingtest is too easy, the vast majority want to see requirements for learning to drive tightened up. Almost nine in ten drivers (87%)agreed that learner drivers should gain a minimum level of experience before taking their driving test. At present there is nosuch requirement.

• 87% said yes• 10% said no• 3% did not answer

Q2b: If yes, should a minimum number of hours, lessons, or a minimum learning period be required to enable learnerdrivers to gain the necessary experience?

The survey found fairly high levels of agreement with each of thesuggested options, with one in five respondents (19%) agreeingthat all three options should be required of learner drivers.

• 62% agreed that a minimum number of hours of supervised driving (e.g. 50 hours) should be required

• 59% agreed that a minimum number of lessons with a qualified driving instructor (e.g. 25) should be required

• 41% agreed that a minimum period of learning before they can take their test (e.g. 12 months) should be required

• 19% agreed that all three options should be required

Q3a: Do you think there should be any restrictions onyoung drivers for a period of time (e.g. a year) afterpassing their test?

There is growing support for post-test restrictions in the UK: almost as many drivers agreed that there should be restrictions on young drivers as thought learner drivers should have to gain aminimum level of experience before taking their driving test (81%,compared to 87%).


THE FACTS: YOUNG AND NEWLY-QUALIFIED DRIVERS

• One in eight UK car drivers is under 25,1 but one in three drivers who die on UK roads is under 25. 2

• Three-quarters of drivers passing their driving test each year are under 25. 3

• People who start driving aged 27 are about 30% safer than people who start driving aged 17. 3

• One in five new drivers has a crash within six months of passing their test. 3

• The average 17-year-old who passes their driving test is more than 50% safer after one year and after two years is two-thirds less likely to have a crash. 3

• Many newly-qualified drivers still identify areas where they need to improve their own performance. 3

• Employers do not feel that newly-qualified drivers are sufficiently trained to drive for work. 3

No, 10%

Did not answer, 3%

Figure 1: Shouldlearner drivers berequired to gain aminimum level ofexperience?

Yes, 87%

THE FACTS: GRADUATED DRIVER LICENSING (GDL)

GDL aims to build up young drivers’ ability and experience ingradual stages. After a minimum learning period and test,drivers are given a period of time to gain experience on roadsbefore gaining a full driving licence. During this time theirexposure to the most risky driving situations is restricted,through measures such as curfews and bans on carrying youngpassengers. There is substantial international evidence thatintroducing GDL leads to significant casualty reductions amongyoung and newly-qualified drivers.

• In New Zealand, car crash injuries fell by 23% for 15-19 year olds and by 12% for 20-24 year olds. 4

• In California, USA, at-fault fatal and injury crashes fell by 20% for 16-year-old drivers, with a 21% drop in the deaths and injuries of their teenage passengers. 4

• In Washington State, USA, fatal and serious crashes involving 16 and 17 year old drivers decreased by 59% in the two years after introducing GDL.

More information on GDL is available in the ‘Facts’ section ofwww.brake.org.uk.

Did not answer, 2%

Yes, 81%

Figure 2: Should there beany restrictions on youngdrivers for a period afterpassing their test?

No, 17%


Samuel Sayer, aged 20

Sam Sayer, aged 20, was killed in a crashon 7 September 2005, driving on the A31 inRopley, Hampshire just six months afterpassing his driving test. Six people died inthe crash: Sam, his four passengers andthe driver of the other car involved in the crash.

LOST LIVES

2

Although older respondents were more likely to be in favour ofrestrictions on young drivers, a large proportion of young driversthemselves are in favour of restrictions. Even among the youngestage group (aged 17-24), more than half (54%) thought that restrictionsshould be imposed. Among older drivers (aged over 24), more thanfour out of five (85%) thought restrictions should be imposed.

Q3b: Of the 81% who said yes…

• 84% agreed there should be a zero drink-drive limit

• 79% agreed there should be a requirement to display ‘P’ plates, to show the driver is ‘on probation’

• 75% agreed there should be a ban on driving vehicles with engines over a certain size (e.g. 1.4l) unless driving under supervision

• 44% agreed there should be a curfew on driving late at night (e.g. between 11pm and 6am, the most risky time for fatigue-related crashes) unless driving under supervision

• 39% agreed there should be a restriction on driving on motorways unless driving under supervision

• 36% agreed there should be a limit of only one passenger (with theexception of family members) unless driving under supervision

• 32% agreed there should be a restriction on the top speed they are allowed to travel (e.g. 40mph) unless driving under supervision

Q3c: How long should these restrictions remain in place?

• 75% of the people who thought there should be restrictions said these should remain in place until the driver is at least 20 years old

• 18% thought they should remain in place until the age of 25

Q4: Do you think Pass Plus (a course run by the Governmentwhich gives newly-qualified drivers extra training in difficultdriving conditions such as at night, in bad weather and onmotorways) should be compulsory?

Pass Plus is not compulsory in the UK and only one in ten newly-qualified drivers (11%) takes it. Yet the public can see thecommon sense in requiring drivers to be trained in coping with difficult driving conditions as part of the process of learning todrive. Four out of five respondents (80%) thought the course should be compulsory.

• 80% said yes

• 18% said no


THE FACTS: CHANGES TO LEARNING TO DRIVE IN THE UK?

A public consultation was run in 2008 to consider possiblechanges to driver testing and education in the UK. 3 Options proposed by the Government included:

• introducing independent driving and ‘situational’ judgement into the driving test

• a new syllabus and workbook, to encourage learners to gain practical experience of a wider range of driving conditions, including driving at night and in bad weather

• improving training for driving instructors

• creating incentives to undertake additional training and qualifications in safe driving

In the consultation, the UK Government also stated it is also willing to consider:

• stipulating a minimum number of lessons; a minimum learning period; or changing the age at which drivers are able to obtain a provisional or full licence

• introducing restrictions on some or all newly-qualified drivers, such as driving at night or carrying passengers

Brake would welcome all of these changes. Its response to theconsultation is available in the ‘Campaigns’ section ofwww.brake.org.uk.

Q5: Do you think all drivers should have to pass an eyesight test?

Almost three-quarters of respondents (74%) thought all driversshould have to pass an eyesight test at least every five years, withnine out of ten (91%) agreeing that drivers should have to pass aneyesight test every ten years.

• 29% said yes, every two years

• 45% said yes, every five years

• 17% said yes, every ten years

• 7% said no


THE FACTS: EYESIGHT AND DRIVING

• Experts recommend everyone has an eyesight test every two years, but every year an estimated 12.5 million people in the UK who are due a test do not have one. 5

• By law, drivers must be able to see an old style number plate from 20.5 metres or a new-style number plate from 20 metres. If drivers need glasses or lenses to do this, they must wear them when driving. 6

• One in five drivers between 35 and 55 years old (20%) drive despite knowing their eyesight is not good enough. 7

• Eyesight problems are common as you get older. Many people have to start wearing glasses between the ages of 40 and 50 because of failing eyesight, as the eye's ability to focus deteriorates. 8

• Older drivers are more likely to have crashes related to vision and judgement than young drivers. 9

3

THE FACTS: THE HIGHWAY CODEThe UK Department for Transport’s Highway Code applies toEngland, Scotland and Wales. Many of the rules in the Code arelegal requirements and failure to comply with others can be usedin legal proceedings to establish liability. The Code forms part ofthe source material from which driving theory test questions aretaken, but is essential reading for anyone using roads. It is regularly updated to reflect changes in law and road safetyadvice, with the latest version being published in 2007.6

Q9: The Government is considering introducing a road safetyqualification that can be taught in schools. Do you think roadsafety should be taught in schools?

Almost all respondents (95%) thought road safety should be taught in schools, with almost four in five (79%) saying it shouldbe a compulsory subject.

• 79% said yes, it should be compulsory

• 16% said yes, but it should be voluntary

• 4% said no


Figure 4: Should road safety be taught in schools?

Did not answer, 1%

Yes compulsory, 79%Yes voluntary, 16%

IN THE LAST FIVE YEARS…• Confidence has decreased in the rigours of the driving test.

A quarter of drivers (25%) now think it is too easy, compared to just one in five drivers (20%) in 2004.

• There is growing support for post-test restrictions in the UK: eight in ten drivers (81%) now agree that there should be restrictions on young drivers, compared to seven in ten drivers(69%) in 2004.

• Support for post-test restrictions is also growing among the youngest age group of drivers (aged 17-24). More than half (54%) now think that restrictions should be imposed, compared to just more than four in ten (43%) in 2004.

• More drivers now think that regular eyesight tests should be compulsory, with three-quarters (74%) saying they should be every five years, compared to two-thirds (66%) in 2004.

Yes, 20%

Q6: Do you think all drivers should be required to re-taketheir driving test on a regular basis?

A significant minority of drivers think that a re-take of the drivingtest should be required. Four out of ten drivers (41%) support arequirement to re-take their driving test at every ten years or more often.

• 1% said yes, every two years

• 10% said yes, every five years

• 30% said yes, every ten years

• 56% said no


Q7a: Have you received any practical driver training (drivingwith an advanced driving instructor sat next to you) sincepassing your driving test?

There is currently little incentive provided by Government or theinsurance industry for drivers to undertake practical driver trainingafter passing their test. Only one in five drivers (20%) has receivedany practical driver training since passing their driving test.


Figure 3: Have you received any practical driver training since passing your driving test?

Q7b: If no, do you think the standard of your driving wouldbenefit from more training?

Half of drivers who had not received any practical driver trainingsince passing their driving test (50%) thought their driving wouldbenefit from it.

• 50% said yes

• 49% said no


Q8: Have you read the Highway Code since passing your test?

Despite the Highway Code being regularly updated by Governmentto provide official guidance to drivers on using roads, almosttwo-thirds of drivers (63%) admit not having read it since passingtheir driving test.

• 35% said yes

• 63% said no


Did not answer, 2%No, 78%

No, 4%

4


Aled Wilson, aged 31Aled Wilson, a motorcycle instructor, was killed on 22 November 2003 in Milton Keynes, aged 31. He was on his motorcycle when a 69-year-old driver turnedright onto the road where Aled had right of way, and hit him. The driver, who had cataracts in both eyes, wasnot wearing the glasses he needed to drive. He was charged with careless driving and received a £1,000 fine and two-year driving ban.

LOST LIVES

VEHICLE SAFETY

Two-thirds of respondents (66%) drive every day, with a further one infive (19%) driving nearly every day. Almost all (94%) drive at least onceor twice a week.

Figure 5: How often do you check your vehicle’s windows and mirrors are clean and clear?

Q11: How frequently do you check that all your vehicle’styres have legal tread depth, the right tyre pressure andthere are no worrying cracks or bulges?

When accelerating, braking, steering and cornering, safetydepends on your tyres being in good condition and having goodcontact with the road. They should be checked regularly, but lessthan a quarter of drivers (23%) check their tyres at least once afortnight, while one in 20 drivers (5%) never checks at all.

• 3% said they check before every journey

• 9% said they check about once a week

• 11% said they check about once a fortnight

• 19% said they check about once a month

• 14% said they check about once every three months

• 6% said they check about once every six months

• 3% said they check about once a year

• 5% said they never check

• 25% said they rely on someone else to check


Figure 6: How frequently do you check your vehicle’s tyres are safe?

Relying on someone else to check tyres results in a lower proportionbeing checked frequently: less than one in five drivers’ (19%) tyres arechecked at least once a fortnight when they rely on someone else tocheck.

Q12: How frequently do you check that your vehicle’s oil andwater levels are correct?

Less than a fifth of drivers (19%) check their oil and water levels atleast once a fortnight, while one in 25 (4%) never checks at all.Depleted oil and water levels puts a vehicle at risk of engine failure.

• 2% said they check before every journey

• 8% said they check about once a week

• 9% said they check about once a fortnight

• 17% said they check about once a month

THE FACTS: VEHICLE SAFETY

• In 2007, 78 people were killed and 564 seriously injured in crashes on British roads where one or more vehicle defects were reported as contributory factors in causing the crash. 9

• 18.5% of motorcycles; 35.2% of cars, vans and minibuses; 28.3% of buses and coaches; and 44.7% of trucks failed their annual MOT in Britain in 2007-08. Defective lights were the most common reason for motorcycle, car and van failure, while buses, coaches and trucks were most likely to fail due to defective brakes. 10

• In roadside spot checks by British enforcement agencies in 2007-08, 2.8% of vehicles checked were ordered to be repairedand 4.2% were deemed unroadworthy and taken off the road. Windscreen and window defects were the most common defect for cars; tyre defects were the most common defects for taxis and vans; and overloading was the most common offence for trucks. 10

Q10: How often, on average, do you check that all your vehicle’s windows and mirrors are completely clean andclear before driving off?

Clean and clear windows and mirrors are essential for drivers to beable to spot hazards. Yet one in six drivers (16%) rarely or neverchecks their windows and mirrors are clean and clear. Less thanhalf of drivers (44%) check every time they set off.

• 44% said they check every time

• 32% said they check most times

• 6% said they check about half the time

• 11% said they rarely check



Never, 5% Did not answer, 2%

Every time, 44%Rarely, 11%

Half the time, 6%

Most times, 32%

Before every journey, 3%

Once a fortnight, 11%

Once a month, 19%

Once every 3 months, 14%Once every 6 months, 6%

Once ayear 3%

Never, 5%

Rely on someone elseto check, 27%

Did not answer, 2%

Once a week, 9%

5

• 17% said they check about once every three months

• 9% said they check about once every six months

• 3% said they check about once a year


• 27% said they rely on someone else to check


Figure 7: How frequently do you check that your vehicle’s oil and water levels?

Relying on someone else to check oil and water levels results in alower proportion being checked frequently: only one in seven drivers’(15%) oil and water levels are checked at least once a fortnight whenthey rely on someone else to check.

Q13: How frequently do you check that all your lights andindicators are working properly (e.g. by asking someone tostand outside your vehicle while you turn the lights on andoff, or by reflecting your lights onto a surface you can see)?

Less than a quarter of drivers (23%) check their lights and indicators at least once a fortnight, while one in six (17%)never checks at all.

• 7% said they check before every journey• 9% said they check about once a week• 7% said they check about once a fortnight• 14% said they check about once a month• 12% said they check about once every three months• 9% said they check about once every six months• 5% said they check about once a year• 16% said they never check• 17% said they rely on someone else to check• 4% did not answer

Figure 8: How frequently do you check your lights and indicatorsare working properly?

Relying on someone else to check lights and indicators results in alower proportion being checked frequently: only one in five drivers’(19%) lights and indicators are checked at least once a fortnight whenthey rely on someone else to check.

Selena Muscroft, aged 20

Selena Muscroft, 20, died in a crash inRotherham on 30 December 2007. Selenaand her two-year-old daughter, Leila,accepted a lift from their lodger, who wasdriving a car with bald tyres. Selena died from a broken neck and internal bleeding. Leila spent six days in

hospital recovering from her injuries and now faces growing up without her mother. The driver was convicted of causing death by dangerous driving and was sent to jail for two and a half years.

LOST LIVES



Once a month, 17%


Once ayear 3%

Never, 4%


Did not answer, 3%

Once a week, 8%



Once a month, 14%


Once ayear 5%

Never, 16%


Did not answer, 4%Once a week, 9%

Every 1-2 months, 2%

Annual service, 50%

At MOT22%

Regularly by mechanicin family, 11%

Did not answer, 2%

Every 3-6 months, 13%

Q14a: How often do you get your brakes checked by a qualified mechanic?

Having brakes in good working order is essential for vehiclesafety. Worryingly, more than seven in ten (72%) of drivers rely on an annual service, or their annual MOT, to identify any problemswith their brakes, despite the fact that brakes can deteriorate within a year.

• 2% said they get their brakes checked every month or two

• 13% said they get their brakes checked every three to six months

• 50% said they rely on an annual service prior to their MOT

• 22% said they do not get their vehicle serviced and rely on the MOTto tell them if there is a problem

• 11% said they, or someone else in their family, has mechanical knowledge and checks the brakes on a regular basis


Figure 9: How often do you get your brakes checked by a qualified mechanic?

Q14b: If you answered above that you rely on an annualservice, do you know the percentage of wear on your brakepads (sometimes called ‘linings’ on large vehicles) at thetime of your last service?

• 20% said yes

• 75% said no


Q15: If your brakes were checked today by a qualifiedmechanic, are you confident that they would be found to bein good working order?

With half of drivers relying on their annual service to check theirbrakes (50%) and four-fifths of those drivers (80%) being unable toconfirm the percentage of wear on their brake pads, it is surprisingthat so many drivers – almost nine in ten (86%) – were confident oftheir brakes being in good working order.

• 86% said yes

• 5% said no

• 9% said they didn’t know

Q16: Within the past 12 months, have you driven, even once,when you knew that:

a) Your tyres were defective (with worn tread, the wrong pressure, or cracks or bulges)• 12% said yes

b) Your oil or water levels were wrong• 8% said yes

c) You had one or more broken lights and it was dark• 11% said yes

d) You had one or more broken indicators• 5% said yes

e) Your brakes were in poor working order• 4% said yes

f) Your windows or mirrors were not clean or clear• 21% said yes

Figure 10: Have you driven with a defective vehicle?

Four in ten drivers (41%) admitted driving with at least one of thepotentially dangerous defects listed within the past 12 months; one inten (11%) admitted driving with more than one of the listed defectsand 1% of drivers admitted driving with all of the listed defects.

Q17: What do you think is the minimum legal tyre treaddepth for the vehicle that you drive most often?

Three-quarters of drivers (74%) failed to identify the correct minimum legal tyre tread depth for the vehicle that they drive most often.

• 26% got the answer correct

• 61% got the answer incorrect



25%

20%

15%

10%

5%

0%Defective Oil/water Broken Broken Defective Windows/

tyres levels lights indicators brakes mirrorswrong not clear

IN THE LAST FIVE YEARS…Vehicle maintenance practices have not significantly improved,despite questions on vehicle safety topics such as checking oil,brakes and tyre tread depth being added to the theory test forcars, trucks and buses in 2003.

• Slightly more drivers now check windows and mirrors are clean and clear every time they set off on a journey (76%, compared to 70% in 2004). Drivers also now check tyres slightly more frequently (19% check at least once a fortnight, compared to 16% in 2004).

• Fewer drivers check oil and water levels at least once a fortnight (19%, compared to 27% in 2004).

• Slightly fewer drivers are now willing to drive with at least one of the potentially dangerous defects listed in the survey (41%, compared to 44% in 2004).

THE FACTS: VEHICLE SAFETY

• Head restraints should be positioned so the top is level with the top of a person’s head and as close to the head as possible, ideally touching it. If there is no head restraint, or it is positioned incorrectly, the person is much more likely to suffer whiplash in a crash. 11

• More than 432,000 people make an insurance claim for whiplash every year in the UK.12 Whiplash can cause neck and back pain, nausea, permanent disability and even death.

• Research centre Thatcham crash-tests cars to analyse their ability to protect occupants from whiplash injuries. In 2008, it rated 35% of new models as having ‘good’ protection, 25% as ‘acceptable’, 24% as ‘marginal’ and 16% as ‘poor’. 11

• ‘Active’ head restraints, triggered by sensors in a crash, move towards the head, providing extra support and ensuring the head cannot move backwards. US research shows active headrestraints reduce serious neck injury by up to 75%. 13

Q18a: How frequently do you check, before driving off, thatyour head restraint and those of any passengers are properly adjusted for safety?

Correctly-positioned head restraints can prevent severe whiplashinjuries and even a broken neck in a crash. Yet only one in sevenrespondents (14%) said they check their restraint before everyjourney and more than a third (36%) never checks at all.

• 14% said they always check

• 12% said they check most times

• 5% said they check about half the time

• 27% said they rarely check


• 3% said they did not have a head restraint

• 3% did not answer6

CRASH PROTECTIONQ18b: What is the correct height for a head restraint?

Worryingly, two-thirds of respondents (66%) failed to identify the correct height for a head restraint: level with the top of their head.

• 34% thought a head restraint should be level with the top of their head

• 19% thought a head restraint should be level with thetop of their ears

• 7% thought a head restraint should be level with their neck

• 35% said they did not know


Figure 11: What is the correct height for a head restraint?

Even among the drivers who positioned their head restraint correctly,less than two in ten (18%) checked it before every journey. Thismeans that only one in 17 drivers (6%) checked their head restraintbefore every journey and knew the correct position for it.

THE FACTS: BELTING UP

• Seat belts and child restraints (baby seats, child seats, boosterseats and booster cushions) save many lives in road crashes. You are twice as likely to die in a crash if you don’t wear a seat belt. 14

• By law, all occupants of cars, vans, trucks, buses and coachesmust wear seat belts when fitted. There are a small number of exceptions, such as truck or van drivers making journeys of less than 50 metres for deliveries. 14

• In Britain, 63% of van drivers and 58% of front seat van passengers belt up, compared to 93% of car drivers and 95% of front car seat passengers. If as many van occupants wore seat belts as car occupants, 20 lives, 240 serious injuries and 1,000 slight injuries could be prevented annually. 14

• UK law says all children under 12, who are under 135cm tall, must use a child restraint that is correct for their height and weight. The few exceptions include short journeys where there is an unexpected necessityand where two occupied child seats prevent the fitment of a third seat. The EU recommends that all children under 150cm tall use a child restraint. 14

Q19a: Within the past 12 months, have you always belted up?

Wearing a seat belt is one of the most effective ways that people invehicles can protect themselves in the event of a crash. Nine in ten(90%) of drivers said they always belted up, but one in 12 (8%) admitted not belting up on every journey.

• 90% said yes, they always belted up

• 6% said they belted up most of the time

• 1% said they only belted up occasionally

• 1% said they never belt up


Q19b: If you don’t belt up, why not?

Almost half (48%) of the drivers who admitted not always beltingup said they did not belt up on short journeys. Some gave morethan one reason for not always belting up.

• 48% said they did not belt up on short journeys

• 19% said it is because seat belts are uncomfortable

• 9% said it is because they think you shouldn’t have to

• 7% said it is because they are a careful driver

• 4% said it is because seat belts crease your clothes

• 24% said it is because of another reason

Figure 12: Reasons for not always belting up

Q20: When you drive with adult passengers, do you ensurethey belt up?

In the event of a crash, an unrestrained passenger risks killing boththemselves and anyone they hit in the vehicle. One in five drivers(19%) allows their passengers to put themselves and others in thevehicle at risk by not insisting that they belt up before setting off.

• 78% said they always check before setting off, and will not set off before everyone is belted up

• 16% said they sometimes check and sometimes ask adult passengers to belt up, but not always

• 3% said they know that adult passengers don’t belt up in their vehicle and they don’t ask them to


60%

50%

40%

30%

20%

10%

0%Short Discomfort Think Careful Creases Another

journey shouldn’t driver clothes reasonhave to

7

Level with topof head, 34%

Level with top of ears, 19%Level with neck, 7%

Did notknow 35%

Did not answer, 5%


IN THE LAST FIVE YEARS…• There has been no improvement in drivers’ poor knowledge

about the correct height for head restraints or low levels of checking they are positioned correctly. Only one in 17 drivers (6%) know the correct height and check their head restraints before every journey, exactly the same proportion as in 2004.

• The proportion of drivers who belt up on every journey has slightly increased (90%, compared to 85% in 2004). Drivers are now slightly more likely to refuse to drive off if all of their passengers have not belted up (78%, compared to 71% in 2004).

• Drivers’ confidence that children they have carried have been appropriately restrained has remained high, increasing from 95% in 2004 to 97%.

Q21a: Within the past 12 months, have you carried childrenas passengers?

More than six in ten drivers (63%) have carried children aspassengers within the past 12 months, with more than half ofthis number (38%) doing this on a frequent basis.

• 38% said yes, frequently

• 25% said yes, occasionally

• 35% said no


Q21b: Have the children you have carried as passengersalways worn a seat belt, or been buckled up in a child seatappropriate for their weight and height?

Almost all drivers who carried children (97%) were confident thatthey had always been restrained appropriately.

• 97% said yes

• 1% said no

• 1% said they didn’t know


Q21c: If you carry children as passengers, have you bought a new child seat due to the law on child seats changing in 2006?

Despite drivers’ confidence that children had been restrained appropriately, this question produced a high number of non-responses, with three in ten drivers who said they carried children as passengers (31%) failing to answer the question.This might suggest more people did not know that the law hadchanged than were prepared to admit it, or that they knew the lawhad changed but had not bought any extra child seats needed.

• 41% said no, they already had enough child seats

• 3% said no, they did not know the law had changed

• 12% said yes, they had needed to buy an extra child seat due to the change in the law

• 13% said yes, they had needed to buy an extra child seat, but it was nothing to do with the change in the law


Jazmin Moxon, aged five weeks

Thanks to her child seat, five-week-old Jazmin Moxon survived a horrific car crash inRastrick, West Yorkshire, withoutinjury. The head-on smash on 3November 2006 left her parentsinjured and the family car such amangled mess that police officersattending the scene said they hadexpected to find the occupants had been killed.

SAVED FROM INJURY

8

Jazmin, aged 2

GOVERNMENT POLICIES ON ROAD SAFETY

Q23: Which of the following would persuade you personallyto take more care on the road?

More than half of drivers (53%) said that more visible traffic policewould persuade them to take more care, while almost half (47%)said they would be swayed by tougher penalties for traffic offences.

• 53% said more visible traffic police

• 47% said tougher penalties for traffic offences

• 33% said more Government advertising on road safety

• 19% said more enforcement cameras


Q24: Thinking theoretically, if you had to decide how thelegal system should punish a driver whose vehicle was sobadly maintained that they had killed someone, what penalty would you give them?

Six in ten drivers (60%) would give a driver whose vehicle was sobadly maintained that they had killed someone more than fiveyears in jail, with almost a quarter (23%) saying the penalty shouldbe more than 15 years.

• 2% said no jail term - just a fine

• 5% said up to six months in jail

• 11% said six months to two years in jail

• 16% said two to five years in jail

• 19% said five to 10 years in jail

• 18% said 10 to 15 years in jail

• 23% said more than 15 years in jail


The overwhelming majority of respondents were united in agreeingthat a driver whose vehicle was so badly maintained that they hadkilled someone should go to jail. Yet even among the respondentswho thought such a driver should go to jail, more than four in ten(42%) admitted putting lives at risk themselves by driving when theyknew something was wrong with their vehicle.

GOVERNMENT

IN THE LAST FIVE YEARS…Drivers’ attitudes towards Government policies on road safetyhave remained remarkably consistent over the last five years. In line with previous Brake surveys, more drivers said that additional traffic police would persuade them to take more care on the road than any of the other options given. However, more drivers than in previous surveys said that tougher penalties for traffic offences would persuade them totake more care on the road, perhaps reflecting recent mediacampaigns by a number of tabloid and regional newspapershighlighting the leniency of many penalties for serious traffic offences.

RECOMMENDATIONS FOR GOVERNMENT

Driving tuition and testingTo tackle the high levels of young driver and passenger casualtiesand the numbers of fatal and serious injury crashes involvingyounger, more inexperienced drivers, the Government should:

• set challenging targets to cut the numbers of young driversand passengers being killed and seriously injured on ourroads and the number of fatal and serious injury crashesinvolving young drivers

• introduce a Graduated Driver Licensing system, involving:

> a minimum learner driver period of at least 12 months,encouraging learner drivers to gain supervised experiencein all seasons and types of weather

> a minimum number of hours professional tuition that mustbe undertaken by learners, with a requirement for a qualified driving instructor to confirm they are ready before they can sit their practical driving test

> compulsory probationary ‘P’ plates for newly-qualifieddrivers with restrictions on the most risky driving situations, including driving at night; driving with young passengers; and driving high-powered vehicles

• revamp Pass Plus, introducing an element of speed awareness education and assessment or testing that ensures people taking the course are better drivers at the end of it

• score and publish driving instructors’ pass rates, to discourage them for putting candidates forward for driving tests until they are sure they reach the required standard

• work towards introducing regular re-tests for all drivers (e.g. every five or ten years) and regular eye tests for all drivers (e.g. every two years)

• work towards making road safety education a compulsory part of the National Curriculum for all ages, to encourage safe behaviour and responsible attitudes on roads from an early age

Vehicle safety and crash protection

To encourage drivers to take the maintenance of safety-criticalcomponents seriously, and to use available crash protection, theGovernment should:

• fund year-round media campaigns, including TV and radioadvertising, on the importance of vehicle maintenance, adjustinghead restraints, belting up and ensuring children are safelyrestrained in vehicles

• introduce statutory qualifications for mechanics and arequirement for any work carried out on safety-criticalcomponents by someone who is not qualified to be approvedby a qualified mechanic (similar to requirements for domesticelectrical work)

• ensure that all vehicle repair centres have quick and easy access to the most up-to-date repair methods and specialist tools recommended by all manufacturers

• make roads policing a national priority, which should includeensuring that there are adequate numbers of roads policingofficers and setting requirements for random vehicle safetyenforcement campaigns

• increase penalties for defective vehicles and non-compliancewith seat belt and child restraint regulations

9

Direct Line Report on Safe Driving PART ONE

For advice on safe driving, general information on road safety and details of road safety campaigns and events, including Road Safety Week, call Brake on 01484 559909, e-mail [email protected], or visit www.brake.org.uk or www.roadsafetyweek.org

For more information on Government campaigns on safe driving, visit theDepartment for Transport’s Think! website, www.thinkroadsafety.gov.uk

© Brake, March 2009

This report was produced by Brake, the road safety charity (charity no. 1093244), with assistance from Direct LineResearch and production: Cathy Keeler, Helena Houghton.

Supporting

End Notes1 Driver and Vehicle Licensing Agency press office (2008)

2 2007 statistics from the Department for Transport and Police Service for Northern Ireland (2008)

3 Learning to Drive: a consultation paper, Driving Standards Agency (2008)

4 Graduated Driver Licensing: a review of some of the current systems, TRL (2001)

5 Royal National Institute for the Blind

6 The Highway Code, Department for Transport (2007)

7 College of Optometrists (2009)

8 bbc.co.uk/health (reviewed 2007)

9 Contributory factors: casualties by severity: GB 2007, Department for Transport (2008)

10 Effectiveness report 2007/08, Vehicle and Operator Services Agency (2008)

11 thatcham.org (2008)

12 Tackling whiplash: prevention, care, compensation’, Association of British Insurers (2008)

13 Viano, D, Olsen, S. ‘The effectiveness of active head restraint in preventing whiplash’, Journal of Trauma-Injury Infection & Critical Care (2001)

14 think.gov.uk

Brakestopping the carnagesupporting the victimswww.brake.org.uk

Produced by:

Working in partnership with:

are you ready to drive? · brake stopping the carnage supporting the victims are you ready to...

Documents